Combined non-skid and traction device for dual-tired wheels.



M. H. CLEAvER. COMBINED NON-SKID AND TRACTION IDEVICE FOR DUAL TIRED WHEELS.

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M. H. C'UAVER.

coMDINED NoN-SKID AND III/IcrIoN DEvIcE EDH DUAL IIDED WHEELS.

APPLICATION FILED DEC. ,21. 1914.

Patented Nov. 16, 19I5.

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A nuewtofg I d/mf AUNITED srAtrEs PATENT OFFICE.

' "i MoNTAGuE n. GLEAVER, or NEW YORK, N. Y., AssIeNoR To NnvERsKID MANUFAC- TURING co., INCORPORATED, A coRroRA'rIoN or NRW YORK.

coHBINnD NoN-skin AND TRACTIoN DEVICE' RoR .DUALQTIRED WHEELs.

' To 'all 'whom it may concern.' l

Be it known that I, MoN'rAGUE H. CLEAvnR, a subject of the King of Great Britain, .residing at New York city, county and State of New York, have invented certain new and useful Improvements in Combined Non- Skid and Traction Devices for Dual-Tired Wheels, of which the following is a specification.

vMy invention relates to non-skid and traction devices for vehicles such as heavy motor trucks having wheels provided withl dual i elastic tires, and has for. its' object the production of a device of this character which will not. slip on the surface of the tires, will be durable and not subject to. Vdeformation in use and which will produce only a mi i'- I Wien mumjoff uneven or chattering laction thei've'hicle provided with the device runs over a solid pavem'nt.

The best' .form (if apparatus at present known to me embodying my invention is illustrated in the accompanying two sheets of drawings in which,

Fi ure lis a plan view of a section of the whee face with one form of my invention applied thereto. Fig. .2 is a vertical section of the wheel taken on line 2-'2 of Fig. 1, the

non-skid device being shown infull lines,

with partsbroken away.l Fig..3 is a cross section taken on the irregular .line 3 3 of Fig. 1 Fig. 44 is a plan view of a portion of the wheel rim with a modified form of A my invention. Fig. 5,is a cross section taken f cal section of the wheel taken on the line '6 6 of. Fig. '4 with the nonskid on line 5 5 of Fig. 4, and Fig. 6 is a vertidevice shown in full lines.

vThroughout the drawings like reference characters indicate like parts.

1, is the wheel provided With dual elastic tires 2, 2, usually made of hard rubber.

i The non-skid deviceconsists of a series of 'A 4vshoes held together -by flexible chains and having extensions or wings, which overlie the faces ofthe elastic tires, the connecting chains lying in the groove between the tires.

I In the form shown in'Figs. 1, 2 and 3, the

shoe 3, has diagonally extending wings 33,

33,which overlie the faces of the'tires 2, 2.-

.' The central portion of the shoe hasv a depressed orfgroo'ved part 13, and projecting ears 23, 23, to which the chain sections may be connected. These chains consist of a series of flat, links 6, 6, which I call plate Y Specication of Letters Patent. Patented NOV, 16, 1915 'Application led December 21,1914. 'Serial N o. 878,439. l

links because they are formed out of plates the, ground, is solid, and farthest removed from the holes 10, 10. This structure enables the plate link to resist, the compression which it receives in use without splitting or crushing at the holes. lVith solid plate links of this character it is obviously necessary that the alternating links should have some kind of built-up construction so that these secondary links may be inserted through the openings in the solid links when the chain is being assembled. I prefer to'employ the form of split link shown at 7, each one of which is composedA of two C-shaped sections 17, 17, which are rivetedV together, some of the rivets beingshown at 27.

The completed ieXible structure forming the nonskid device composed of sections of chain and connected shoes may have its ends connected to form the endless loop for surrounding the wheel by means of the Aturn buckle links. This turn buckle may be screw threaded interiorly,- as indicated by vthe broken away' portion of Fig. 2, so that theV 8, and screw 9, engaging adjacent and 6, in which the portions 'overlying the faces-of the tires are loop .shaped in the plane of the tire surfaces. These loop shaped sections are indicated at 5,`5. This shoe also has a central groove or depression marked 14, which is in line with the groove between the two tires 2, 2, and ears 24, 24, to which the chain sections may be connected.

In making up these devices, the split links 7, are of course made in two sections 17, 17, and then a pair of these links are hooked into two adjacent plate links and riveted together in the position shown in Figs. 1 and 2; The plate links at the end of each section fastenyl lying 1n grooves between the dual tires.

. nary more turn buckles are inserted in proper po-k sitions and the whole exible structure 1s around the wheel with the chains The solid links or plate links 6 are always arranged parallel to the plane of the wheel so that they will receive any compression strains resulting from. the compression of the chain between the wheel and the ground or avenient. The split link or other form of uilt-up lilik can be safely used to connect these solid links because said built-up links are arranged in planes at right angles to the plane ofthe wheel and they are never subjected to any compressive strains of any account, since they are protected by the solid links through which they'pass.-

As the result of the chain structure before described the chain is never subjected to deformation no mattei how severe the usage to'which the non-skid device is put. Ordinariiy the great trouble has been that ordilinks of wrought iron have been used throughout in the manufacture of chains or devices of this character, and those links which were in planes parallel to the plane of the wheel were soon hammered between the 'solid rim of the wheeland the pavement or between these parts and intervening masses -1 of solid matter, with the result that such links had their sides forced inwardly, and were correspondingly 'lengtliened This caused the chain device to be continually getting out of adjustment, if the links were not in fact weakened to the breaking point. If a driver started out with his chain correctly ad]usted a ewmiles of hard running over solid roads would sometimes so lengthen thechain that it would drop off the Wheel.A

The use of 'the solid plate links above described avoids this ditliculty. In the same way, the making of the central portion of each shoe in the shape of a depressed groove reduces the liabilityl of theshoes being hammered between the solid portion of the wheel rim between the tires and the pavement, or

Copies of this patent may be obtained for ve cents each,l by addressing the any projection from the pavement.' It throws the entire weight upon the wings of the shoe which overlie the faces ofthe elastic tires so that the ,entire weight is carried where it should becarried, z'. ahy said elastic tires.

The loop form of shoe shown n Fig. 4 hasa particularly eective tic tire and is not liable toslip thereon. It

a skeleton shoe with the least grip upon the elasis practically amount of metal arranged in thev form to givelthe most strength andtractive effort.

Having described my invention, I claim: 1. A. non-skid and traction' device for wheels provided with dual elastic tires having in combination a series of shoes to be held on and between said tires, and chains connecting said shoes comprising a series of plate links arranged parallel to the plane of the wheel, alternating with links of built-up construction.

2. A non-skid and traction device l for i wheels provided with dual elastic tires vhaving in' combination a series of shoes to--be held on and between said tires, and chains' connecting said shoes comprising a series of. links each composed of a flat platev ofrmetal having with links formed of two C-shaped portions riveted together.

3. A non skid and traction device for a hole near each end, alternating 1 lwheels provided with dual elasticetires having ,in combination a series of shoes to 'be-- held on and between saidftires, and chains connecting said shoes comprising a series of" plate links arranged parallel to the plane of the wheel, the dual tires, said links having holes therethrough and an outer contour such that the portion of each link projecting farthest-in a direction radial to the wheel is out of linek with said holes.

MONTAGUE H, cLEA'vnn,

' Witnesses:

A. PARKERLSMITH, M. G. CRAWFORD;

Washington, D. C.

and lying in the groovevbetweenl f 

